Compact rear suspension damper-spring assembly

ABSTRACT

A vehicle wheel suspension system that achieves increased width in the passenger and/or luggage compartment is provided. The suspension system utilizes a (i) a wheel support member that is positioned between the inner and outer tire planes; (ii) a nonlinearly-shaped damper-spring support member that is rotatably attached to the wheel support member; (iii) a damper-spring mounting platform that is positioned above, and at least partially overlaps, the tire, and that is rotatably attached to the nonlinearly-shaped damper-spring support member; and (iv) a damper-spring assembly mounted to the damper-spring mounting platform and coupled to a vehicle body structure.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of U.S. patent applicationSer. No. 14/172,147, filed 4 Feb. 2014, the disclosure of which isincorporated herein by reference for any and all purposes.

FIELD OF THE INVENTION

The present invention relates generally to automobiles and, moreparticularly, to a rear suspension damper-spring assembly.

BACKGROUND OF THE INVENTION

When configuring a vehicle's suspension, the primary considerations forthe automobile designer are the design goals set for passenger ridecomfort and overall vehicle performance. In general the designer firstselects the type of suspension required by the style of vehicle, i.e.,high performance car, luxury sedan, compact economy car, SUV, etc., andthen configures and adjusts the selected type of suspension to meet thespecific design goals set for the vehicle.

Various suspension types exist, each of which provides specific drivingcharacteristics. One common characteristic of each type of suspension,however, is the in-board mounting of the damper and spring assemblyregardless of whether or not the damper and spring are coaxiallymounted. This in-board mounting scheme is illustrated in the torsionbeam rear wheel suspension system disclosed in U.S. Pat. No. 7,946,600.In this system one end of each arm of a pair of trailing arms ispivotally supported by the vehicle body via a rubber bush joint. Theother end of each trailing arm extends outward and rearward and supportsthe corresponding rear wheel via a hub bearing unit. At intermediatelocations, the two trailing arms are connected to, and separated by, atorsion beam. Located between the torsion beam coupling and the hubbearing unit of each trailing arm is a spring seat, thus providing meansfor resiliently supporting the trailing arm with a coil springinterposed between the spring seat and the vehicle body. A damper,located behind the coil spring, extends between the correspondingtrailing arm and the vehicle body. A similar suspension configuration isdisclosed for use with an in-wheel motor in U.S. Pat. No. 8,220,808.

A different type of suspension, typically referred to as a multi-linksuspension, is disclosed in U.S. Pat. No. 6,938,908. In the disclosedsuspension assembly each wheel support is connected to the vehicle bodyusing five links. A coaxially arranged damper-coil spring assembly isinterposed between the vehicle body and an inward projection of thewheel support. When viewed from the side, the damper-coil springassembly extends in a substantially vertical direction while theassembly, when viewed from the rear, angles slightly inward towards thevehicle's centerline. A similar suspension configuration is disclosed inU.S. Pat. No. 5,507,510.

Yet another type of suspension, commonly referred to as a doublewishbone suspension, is disclosed in U.S. Pat. No. 6,945,541. In thistype of suspension the wheel mount is coupled to upper and lower controlarms via ball joints, where each substantially horizontal control arm isapproximately parallel to the road surface. A coaxial damper-springassembly is interposed between the wheel mount and the vehicle body andpositioned such that it is substantially vertical when viewed from theside, and angled inwards towards the vehicle's centerline when viewedfrom the rear.

Regardless of the type of suspension, in general the damper-springassembly angles inwardly towards the vehicle's centerline when viewedfrom the rear of the car. The degree to which the assembly intrudes uponeither the passenger compartment or the luggage compartment depends bothon the angle of the assembly and the mounting location of the assemblyrelative to the wheel mount. The configuration of the assembly, forexample whether or not the damper and spring are coaxially mounted andwhere the spring is mounted relative to the damper and wheel mount, alsoimpacts the degree of interior space intrusion. Accordingly, what isneeded is a damper-spring assembly that minimizes interior spaceintrusion while still achieving the desired level of ride comfort andvehicle performance. The present invention provides such a damper-springassembly.

SUMMARY OF THE INVENTION

The present invention provides a vehicle wheel suspension system thatachieves increased width in the passenger and/or luggage compartmentwhile still providing optimal ride characteristics. The wheel suspensionsystem is comprised of (i) a wheel support member that is positionedbetween the inner and outer tire planes, and preferably in-board of thetire centerline, and that is configured to support a wheel-carryingspindle and that includes a plurality of mounts configured to accept aplurality of rotatably connected linkage arms; (ii) a nonlinearly-shapeddamper-spring support member, where the first end of the support member,which may be comprised of a bushing collar, is rotatably connected tothe wheel support member and is located between the inner and outer tireplanes; (iii) a damper-spring mounting platform, where the second end ofthe nonlinearly-shaped damper-spring support member, which may becomprised of a bushing collar, is rotatably connected to thedamper-spring mounting platform and where the damper-spring mountingplatform is positioned above and at least partially overlaps the tirecoupled to the wheel-carrying spindle; and (iv) a damper-spring assemblymounted to the damper-spring mounting platform and coupled to a vehiclebody structure. The damper and spring comprising the damper-springassembly are preferably coaxially mounted and configured such that theload path directed along the axis of the coaxially mounted damper-springassembly intersects the underlying road surface at approximately thecenter of the tire contact patch. The spring of the damper-springassembly may rest on the damper-spring mounting platform, and preferablybe captured between the damper-spring mounting platform and a springretaining member, while the damper rod may pass through the spring andbe coupled, e.g., bolted, to the damper-spring mounting platform. Thespring of the damper-spring assembly may be comprised of an air springor a coil spring. The member that connects the first end to the secondend of the nonlinearly-shaped damper-spring support member may becomprised of at least one straight segment and at least one curvedsegment; alternately, of a single continuously curved segment;alternately, of multiple straight segments.

A further understanding of the nature and advantages of the presentinvention may be realized by reference to the remaining portions of thespecification and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 provides a perspective view of a damper-spring assembly inaccordance with the invention;

FIG. 2 provides a similar view of the damper-spring assembly shown inFIG. 1 with the addition of a tire, thereby illustrating the position ofthe damper-spring assembly relative to the tire;

FIG. 3 provides a front view of the embodiment illustrated in FIGS. 1and 2;

FIG. 4 provides a detailed perspective view of the wheel support memberillustrated in FIGS. 1-3;

FIG. 5 provides a detailed perspective view of the spring support memberillustrated in FIGS. 1-3;

FIG. 6 provides a side view of an alternate spring support membercomprised of a continuously-curved element interposed between therotational coupling and the spring platform;

FIG. 7 provides a side view of an alternate spring support membercomprised of a series of straight elements interposed between therotational coupling and the spring platform;

FIG. 8 illustrates the alignment of the damper-spring assembly relativeto the tire and road surface;

FIG. 9 schematically illustrates the primary components associated withthe damper-spring assembly shown in FIGS. 1-3;

FIG. 10 schematically illustrates an alternate vehicle mountingconfiguration; and

FIG. 11 illustrates a configuration in which the damper and spring aremisaligned and offset from one another.

DESCRIPTION OF THE SPECIFIC EMBODIMENTS

FIGS. 1-3 illustrate a vehicle suspension assembly 100 in accordancewith a preferred embodiment of the invention. Although assembly 100 maybe utilized in any of a variety of different vehicle suspension types,both front and rear, preferably it is used in a multi-link rearsuspension configured to achieve superior ride characteristics whileproviding increased width in the passenger and/or luggage compartment.

FIGS. 1 and 2 provide a perspective view of damper-spring assembly 100,FIG. 2 including a tire in order to illustrate the location of theassembly relative to the tire. FIG. 3 provides a front view ofdamper-spring assembly 100. Disposed at the end of assembly 100 is awheel support member 101. Wheel support member 101 is configured tosupport a wheel-carrying spindle, not shown, and provides multiplemounts for coupling multiple independent linkage arms, i.e., links, thatcouple the wheel support member to the vehicle body. For clarity, thelinks, wheel-carrying spindle, wheel and tire are not shown in FIG. 1,although the tire is shown in FIGS. 2, 3 and 8 in order to illustratethe location of the damper-spring assembly 100 relative to the tire.

In the illustrated embodiment, member 101 provides five linkage mounts103-107, each of which allows a corresponding linkage arm to berotatably coupled to the wheel support member 101. Note that afterassembly and as illustrated in FIG. 3, wheel support member 101 islocated between inner tire plane 303 and outer tire plane 305 of tire301, and preferably in-board of tire centerline 307, i.e., relative totire centerline 307 member 101 is located closer to inner tire plane 303and the vehicle's centerline rather than closer to outer tire plane 305and the outer envelope of the vehicle. FIG. 4 provides a detailedperspective view of wheel support member 101.

Coupled to wheel support member 101 is a nonlinearly-shapeddamper-spring support member 109. FIG. 5 provides a detailed perspectiveview of spring support member 109. The lower end of member 109 isrotatably connected to wheel support member 101 via a rotationalconnection generally designated 111, where rotational connection 111 ispreferably located between inner tire plane 303 and outer tire plane 305as illustrated. Although a variety of rotational connections 111 arecontemplated that would allow member 109 to pivot about wheel supportmember 101, in the preferred and illustrated embodiment a bushing withincollar 501 is captured by a pin or bolt fastener (not visible) withinmount 401 of member 101, thus allowing the damper-spring support 109 torotate about axis 403 of wheel support member 101. In an alternateembodiment, rotational connection 111 is comprised of a ball joint.

The upper end of member 109 is rotatably connected to a damper-springmounting platform 113 via a rotational connection generally designated309. A variety of rotational connections 309 are contemplated that wouldallow mounting platform 113 and the attached damper-spring assembly topivot about member 109, although in the preferred and illustratedembodiment a bushing within collar 311 is captured by a pin or boltfastener (not visible) within mount 313 of mounting platform 113, thusallowing the damper-spring assembly attached to platform 113 to rotateabout axis 315 of member 109. In an alternate embodiment, rotationalconnection 309 is comprised of a ball joint.

In the preferred embodiment, the lower end of spring 115 rests onsurface 114 of platform 113, and is captured between mounting platform113 and a spring retaining member 117. The inventor envisions thatspring 115 may consist of either a coil spring or an air spring. Thedamper rod, not visible in FIGS. 1-3, is coupled to mounting platform113. Preferably the damper rod is bolted to mounting platform 113 via athreaded hole 503. Preferably damper 119 and spring 115 are coaxiallymounted to mounting platform 113.

In the preferred embodiment, nonlinearly-shaped member 109 is comprisedof a straight portion 505 and a curved portion 507. It should beappreciated, however, that the shaped member may be comprised of acontinuously curved member 601 such as that utilized in the exemplarymember illustrated in FIG. 6, or comprised of a series of straightsections 701-703 such as that utilized in the exemplary memberillustrated in FIG. 7.

The use of a nonlinearly-shaped member to couple wheel mount 101 todamper 119 and spring 115 allows the damper-spring unit to overlap tire301. Furthermore in at least one preferred embodiment, and asillustrated in FIGS. 3 and 8, collars 311 and 501 are positioned on theaxis of damper 119. As a result, loads are directed along axis 801towards the center 803 of the tire contact patch with the road surface.Additionally, since the damper-spring units are mounted over the tires,the separation distance between the left vehicle and right vehicledamper-spring units is substantially increased over that achievableutilizing a conventional suspension, thereby providing increasedpassenger and/or luggage compartment space in this region of thevehicle. Lastly, since the damper-spring unit is rotatably connected tosupport member 109, tire 301 can change camber, for example when the cartravels over a bump, without imparting lateral force on the end of theassembly, thereby resulting in smoother damping.

FIG. 9 schematically illustrates the primary components associated withthe damper-spring assembly 100. Spring 115, which may be a coil springor an air spring, is positioned between mounting platform 113 and springretaining member 117. Assuming a coaxial damper/spring assembly aspreferred, damper rod 901 passes through the center of the spring and isattached to mounting platform 113. The entire assembly passes through,and is attached to, a portion 903 of the vehicle structure. Bushings 905and 907, preferably rubber bushings, are interposed between vehicle bodyportion 903 and damper-spring assembly 100 as shown. Note that in thepreferred embodiment, the damper and the spring are independentlymounted to the vehicle structure, thus allowing a gap 909 to be formedbetween damper 119 and spring retaining member 117 as shown. Byincluding gap 909 rather than rigidly coupling the damper to the spring,motion of the damper and spring are decoupled.

While the mounting configuration shown in FIG. 9 is preferred, it willbe appreciated that the invention may utilize other mountingconfigurations. For example and as illustrated in FIG. 10, thedamper-spring assembly may be mounted to the vehicle body at the top ofthe assembly. In such a configuration a bushing 1001, preferablyfabricated from rubber, is interposed between the damper 119 and vehiclebody 1003.

Although the preferred configuration is optimized for both performanceand passenger compartment spacing, it should be appreciated that theshaped damper-spring support 109 may be used with other suspensionconfigurations. For example, the order of the damper and spring in thedamper-spring assembly may be reversed, although such an arrangementwill clearly impact the passenger compartment spacing. Similarly, whilecoaxial mounting of the spring and damper is preferred, in at least oneembodiment the axes of the spring and the damper are misaligned andoffset from one another. FIG. 11 illustrates one such embodiment, thisembodiment based on the configuration shown in FIG. 9. In this exemplaryembodiment damper 1101 is misaligned and offset relative to axis 1103 ofspring 1005.

It should be understood that the accompanying figures are only meant toillustrate, not limit, the scope of the invention and should not beconsidered to be to scale.

Systems and methods have been described in general terms as an aid tounderstanding details of the invention. In some instances, well-knownstructures, materials, and/or operations have not been specificallyshown or described in detail to avoid obscuring aspects of theinvention. In other instances, specific details have been given in orderto provide a thorough understanding of the invention. One skilled in therelevant art will recognize that the invention may be embodied in otherspecific forms, for example to adapt to a particular system or apparatusor situation or material or component, without departing from the spiritor essential characteristics thereof. Therefore the disclosures anddescriptions herein are intended to be illustrative, but not limiting,of the scope of the invention.

What is claimed is:
 1. A wheel suspension system, comprising: a wheelsupport member positioned between an outer tire plane and an inner tireplane, wherein said wheel support member is configured to support awheel-carrying spindle, and wherein said wheel support member includes aplurality of mounts configured to accept a plurality of rotatablyconnected linkage arms; a nonlinearly-shaped damper-spring supportmember, wherein a first end of said nonlinearly-shaped damper-springsupport member is rotatably connected to said wheel support member,wherein said first end of said nonlinearly-shaped damper-spring supportmember is located between said outer tire plane and said inner tireplane; a damper-spring mounting platform, wherein a second end of saidnonlinearly-shaped damper-spring support member is rotatably connectedto said damper-spring mounting platform, and wherein said damper-springmounting platform is positioned above and at least partially overlaps atire coupled to said wheel-carrying spindle mounted on said wheelsupport member; and a damper-spring assembly mounted to saiddamper-spring mounting platform and coupled to a vehicle body structure.2. The wheel suspension system of claim 1, said damper-spring assemblycomprising a damper and a spring, wherein said damper and said springare coaxially mounted.
 3. The wheel suspension system of claim 2,wherein said first end of said nonlinearly-shaped damper-spring supportmember is comprised of a first bushing collar, wherein said second endof said nonlinearly-shaped damper-spring support member is comprised ofa second bushing collar, and wherein said first bushing collar and saidsecond bushing collar are each positioned on a damper-spring assemblyaxis.
 4. The wheel suspension system of claim 2, wherein a load pathdirected along an axis corresponding to said coaxially mounteddamper-spring assembly intersects an underlying road surface at anapproximate center of a tire contact patch.
 5. The wheel suspensionsystem of claim 2, wherein a first portion of said spring rests on saiddamper-spring mounting platform, and wherein a damper rod passes throughsaid spring and is coupled to said damper-spring mounting platform. 6.The wheel suspension system of claim 5, wherein said damper rod isbolted to said damper-spring mounting platform.
 7. The wheel suspensionsystem of claim 5, further comprising a spring retaining member, whereinsaid spring is captured between said damper-spring mounting platform andsaid spring retaining member.
 8. The wheel suspension system of claim 7,wherein said spring and said damper are independently mounted to saidvehicle body structure, and wherein said damper is spaced apart fromsaid spring retaining member.
 9. The wheel suspension system of claim 2,wherein said spring is comprised of an air spring.
 10. The wheelsuspension system of claim 2, wherein said spring is comprised of a coilspring.
 11. The wheel suspension system of claim 1, said damper-springassembly comprising a damper and a spring, and wherein said damper ismisaligned and offset relative to said spring.
 12. The wheel suspensionsystem of claim 1, wherein said wheel support member is positionedin-board of a tire centerline.
 13. The wheel suspension system of claim1, wherein said first end of said nonlinearly-shaped damper-springsupport member is connected to said second end of saidnonlinearly-shaped damper-spring support member by a member comprised ofat least one straight segment and at least one curved segment.
 14. Thewheel suspension system of claim 1, wherein said first end of saidnonlinearly-shaped damper-spring support member is connected to saidsecond end of said nonlinearly-shaped damper-spring support member by acontinuously curved member.
 15. The wheel suspension system of claim 1,wherein said first end of said nonlinearly-shaped damper-spring supportmember is connected to said second end of said nonlinearly-shapeddamper-spring support member by a member comprised of multiple straightsegments.
 16. The wheel suspension system of claim 1, wherein said firstend of said nonlinearly-shaped damper-spring support member is comprisedof a bushing collar.
 17. The wheel suspension system of claim 1, whereinsaid second end of said nonlinearly-shaped damper-spring support memberis comprised of a bushing collar.